BUFFALO, Minn. — D’Shannon Aviation recently launched an engine department in Mooresville, N.C., that is designed to service all Continental direct drive engines, restoring them to standards that meet or exceed “factory new” specs.

The flurry of news reporting related to the NPRM and recently proposed AD on TITAN 520/550 style cylinder heads has created a case of “Crack Confusion,” according to officials at Engine Components International (ECi). That’s why they put together a page with photos of the most common cracks. Officials note that a “picture speaks a thousand words…and words can be confusing.” Check it out here.

Shell Aviation recently supplied the engine oils for a memorial flight that recreated an important aviation event that Shell did the same for 100 years ago.

A historic Catalina seaplane landed on Sunday having replicated the 1913 Circuit of Britain, which was the first major competition for seaplanes. The common aviation engine oil in 1913 was a simple castor oil. This time, the Catalina used AeroShell100.

WASHINGTON, D.C. — From the 1940s to the 1970s, Max Karant was a senior vice president of the Aircraft Owners and Pilots Association (AOPA) who tirelessly and fearlessly fought for the interests of GA. Even though he frequently was blunt and sometimes vicious in his discussions with — and about — the FAA, most people respected him. In fact, on one occasion, an FAA official told me, “we weren’t always right, but he made us be right.”

On one of the lighter occasions, Max asked an FAA official how he got ideas for proposing and writing regulations. “Well,” replied the official, “I’m sitting in my office and I hear a booming voice say ‘write a rule.’ I say ‘yes sir, good or bad? And the voice replies ‘BAD.’”

That friendly exchange was good for a few moments of laughter, but the latest proposal from the FAA might have more serious consequences. That booming voice undoubtedly said BAD.

AVweb reports that Continental Motors is working to ease concerns about the FAA’s recently proposed airworthiness directive for ECi cylinders, noting that “no Continental Motors factory-new/rebuilt engines or parts are affected.” The post notes that Continental has never used the ECi cylinders, so owners “can be confident that no AEC [Airmotive Engineering Corp., a sister company of ECi] or ECi cylinder(s) has ever shipped from Continental Motors on engines or aftermarket spare parts.” However, if aftermarket cylinders were installed after engine shipment from the factory, verification with ECi should be made, the company said.

Continental Motors Group reports that its Technify Motors GmbH division has successfully renewed all EASA certifications required to design, produce and maintain it line of Jet-A fueled Centurion engines. The certification renewal was required as part of the process to complete the acquisition of the assets of Thielert Aircraft Engines.

For Pratt & Whitney Canada (P&WC), this year’s Experimental Aircraft Association’s AirVenture was an especially ideal venue to showcase the iconic PT6 engine, celebrating its 50th anniversary. For both P&WC and the aviation community, it’s an occasion to look back on 50 years of turboprop innovation. Meanwhile, at Lancair International, it’s an occasion to look forward.

The Oregon-based kit aircraft manufacturer signed a five-year contract with P&WC, covering the sale of new PT6A-135A engines for installation on the Evolution aircraft.

SAN ANTONIO, Texas — The FAA has proposed an Airworthiness Directive (AD) to limit the allowable time-in-service of more than 30,000 TITAN brand 520- and 550-series cylinder assemblies installed on about 6,000 Continental IO-520, TSIO-520, IO-550 and IOF-550 engines. The proposed AD would require that these cylinders be removed from service at 1,000 hours time-in-service. In addition, about half the affected cylinders would be required to be removed from service within 25 hours if their time-in-service is less than 500 hours. Cylinders permitted to continue in service would be subject to repetitive 50-hour inspections until they are retired. The FAA estimates cost of compliance to be $82,620,000.